System and method for controlling differential thrust of a blown lift aircraft

ABSTRACT

An aircraft may include a tail having a rudder and a pair of wings. The pair of wings may include at least one flap and at least one roll control device. The aircraft may also include at least two thrust-producing devices. The aircraft may also include a differential thrust control system including a computing device having at least one processor. The at least one processer may be configured to control an attitude of the aircraft by selectively operating the at least two thrust-producing devices, the rudder, and the at least one roll control device based at least in part on a plurality of conditions provided by a plurality of sensors on the aircraft and a selected mode setting of a mode control panel. The computing device may be communicatively coupled to the at least two thrust-producing devices, the rudder, and the at least one roll control device.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority under 35 U.S.C. § 119(e)to prior U.S. Provisional Application No. 63/315,203 filed on Mar. 1,2022, the disclosure of which is incorporated by reference herein in itsentirety.

FIELD OF DISCLOSURE

The present disclosure generally relates to the field of aviation. Morespecifically, the present disclosure generally relates to a differentialthrust control system for a blown lift aircraft configured todifferentially power the blown lift aircraft’s thrust-producing devicesin response to adverse flight conditions.

BACKGROUND

In flight, an aircraft has to overcome a variety of aerodynamic momentsthat interfere with the aircraft’s stability in three different axes(roll, pitch, and yaw). Typically, an aircraft’s control surfaces areused to control movement about these axes. For example, in order tocontrol yaw, a rudder connected to the tail of an aircraft is normallymoved about the vertical axis which provides yaw moment to control yawand to counteract any undesirable yaw moment. Undesirable yaw momentscan be caused by a wind gust, engine failure on one side of theaircraft, or different drag between the wings. The rudder may also beused to compensate for adverse yaw moments from an aileron that isdeflected and to damp yaw oscillations when the vertical tail of theaircraft provides insufficient natural yaw damping.

Control systems that compensate for yaw oscillations use a “yaw damper”system operating on the rudder. This results in frequent cycling and useof the rudder, which can be undesirable. Additionally, some aircraftpower systems use an autofeather function to reduce drag on engines thathave failed, which may also help minimize undesirable yaw conditions.Some traditional aircraft have a feature that may automatically shutoffengines to compensate for engine failure, which also helps to minimizean undesirable yaw condition.

The present disclosure addresses the aforementioned challenges andproblems for an aircraft with an undesired yaw condition. The presentdisclosure may help counteract undesired yaw conditions from an enginefailure or adverse yaw where the undesired yaw condition cannot becompensated for by the aerodynamic force of the rudder alone, especiallyat the low airspeeds typical for a blown lift aircraft. Embodiments ofthe present disclosure advantageously allow for the automaticapplication of differential thrust to compensate for the undesired yawmoment and allow for the use of a smaller rudder compared to that ofconventional aircraft.

SUMMARY OF THE DISCLOSURE

In some embodiments, a blown lift aircraft may include a tail having arudder and a pair of wings including a first wing and a second wing. Thefirst wing and the second wing may each include at least one flap and atleast one roll control device operatively coupled to the first wing andthe second wing. The blown lift aircraft may also include at least twothrust-producing devices operatively coupled to each of the first wingand the second wing. The blown lift aircraft may also include adifferential thrust control system having a computing device with atleast one processor configured to control an attitude of the blown liftaircraft. The controlling of an attitude of the blown lift aircraft mayinclude selectively operating the at least two thrust-producing deviceson each of the first wing and the second wing, the rudder, and the atleast one roll control device on the first wing and the second wingbased at least in part on a plurality of conditions provided by aplurality of sensors on the blown lift aircraft and a selected modesetting of a mode control panel. The computing device may becommunicatively coupled to the at least two thrust-producing devices onthe first wing and the second wing, the rudder, and the at least oneroll control device on the first wing and the second wing.

In some embodiments, a method of controlling an attitude of a blown liftaircraft may include receiving, at a computing device, a selected modesetting of a mode control panel. The mode control panel may have atleast two selectable mode settings and may be communicatively coupled tothe computing device. The computing device may contain at least oneprocessor configured to control the attitude of the blown lift aircraft.The method may also include evaluating a plurality of conditions from aplurality of sensors on the blown lift aircraft having a pair of wingswith a first wing and second wing, a rudder operatively coupled to atail of the blown lift aircraft, at least one roll control deviceoperatively coupled to the first wing and the second wing, and at leasttwo thrust-producing devices operatively coupled to each of the firstwing and the second wing. The method may also include transmitting apower signal to the at least two thrust-producing devices operativelycoupled to each of the first wing and the second wing based at least inpart on the evaluation of the plurality of conditions from the pluralityof sensors and a selected mode setting of a mode control panel. Themethod may also include transmitting an actuation signal to the rudderand the at least one roll control device on the first wing and thesecond wing based at least in part on the evaluation of the plurality ofconditions from the plurality of sensors and a selected mode setting ofa mode control panel. The method may also include controlling theattitude of the blown lift aircraft by selectively operating the atleast two thrust-producing devices on each of the first wing and thesecond wing based on the transmitted power signal and by selectivelyoperating the rudder and the at least one roll control device on thefirst wing and the second wing based on the transmitted actuationsignal.

In some embodiments, a non-transitory computer readable medium may haveinstructions stored thereon. The instructions, when executed by at leastone processor, may cause a computing device to perform operations thatmay include receiving, at the computing device, a selected mode settingof a mode control panel. The mode control panel may have at least twoselectable mode settings and may be communicatively coupled to thecomputing device. The computing device may be configured to control anattitude of a blown lift aircraft. The operations may also includeevaluating a plurality of conditions from a plurality of sensors on theblown lift aircraft having a pair of wings with a first wing and secondwing, a rudder operatively coupled to a tail of the blown lift aircraft,at least one roll control device operatively coupled to the first wingand the second wing. The blown lift aircraft may also have at least twothrust-producing devices operatively coupled to each of the first wingand the second wing. The operations may also include transmitting apower signal to the at least two thrust-producing devices operativelycoupled to each of the first wing and the second wing based at least inpart on the evaluation of the plurality of conditions from the pluralityof sensors and a selected mode setting of a mode control panel. Theoperations may also include transmitting an actuation signal to therudder and the at least one roll control device on the first wing andthe second wing based at least in part on the evaluation of theplurality of conditions from the plurality of sensors and a selectedmode setting of a mode control panel. The operations may also includecontrolling the attitude of the blown lift aircraft by selectivelyoperating the at least two thrust-producing devices on each of the firstwing and the second wing based on the transmitted power signal and byselectively operating the rudder and the at least one roll controldevice on the first wing and the second wing based on the transmittedactuation signal.

As will be disclosed herein, the differential thrust control system isused to automatically apply differential thrust to the electricpropulsion units EPUs, which may be used to increase the aircraft’sstability, simplify the pilot’s operation in undesirable flightconditions, and even enhance the aircraft design by allowing for the useof a smaller vertical tail and/or rudder than would otherwise be neededwithout the control system.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and other advantages of the present disclosure will becomeapparent upon reading the following detailed description and uponreference to the drawings.

FIG. 1 is a top view of a blown lift aircraft with a plurality ofthrust-producing devices in accordance with some embodiments.

FIG. 2 is an exemplary computing device for controlling the differentialthrust of the blown lift aircraft in accordance with some embodiments.

FIG. 3 is an exemplary block diagram of the differential thrust controlsystem in accordance with some embodiments.

FIG. 4 is a block diagram showing some subcomponents of the powermanagement computer in accordance with some embodiments.

FIG. 5 a is a block diagram of the logic the rudder augmentation mode inaccordance with some embodiments.

FIG. 5 b is a graph of the rudder gain schedule in accordance with someembodiments.

FIG. 6 is a block diagram of the logic for the roll augmentation mode inaccordance with some embodiments.

FIG. 7 is a block diagram of the logic for the automatic compensation ofelectric propulsion unit failure mode in accordance with someembodiments.

FIG. 8 is a block diagram of the logic for the adverse yaw compensationmode in accordance with some embodiments.

FIG. 9 is a block diagram of the logic for the yaw damping mode inaccordance with some embodiments.

FIG. 10 is a flow chart block diagram for an exemplary method ofcontrolling the attitude of a blown lift aircraft in accordance withsome embodiments.

FIG. 11 is a flowchart block diagram depicting an example implementationof a set of instructions to control an aircraft in accordance with someembodiments.

While the present disclosure is susceptible to various modifications andalternative forms, specific embodiments have been shown by way ofexample in the drawings and will be described in detail herein. Itshould be understood, however, that the present disclosure is notintended to be limited to the particular forms disclosed. Rather, thepresent disclosure is to cover all modifications, equivalents, andalternatives falling within the spirit and scope of the disclosure asdefined by the appended claims.

DETAILED DESCRIPTION

The present disclosure is directed to a system and method of use for adifferential thrust control system that may compensate for undesired yawconditions from a variety of causes. According to various embodiments,the differential thrust (or yaw) control system is used in a blown liftaircraft with electric propulsion having short takeoff and landing(eSTOL) capabilities, which operates at such low airspeeds that theaerodynamic control surfaces have limited authority. In someembodiments, the control system could be used in an aircraft withvertical takeoff and landing (e.g., VTOL) capabilities or a conventionalaircraft with conventional means for producing thrust.

FIG. 1 is a top view of a blown lift aircraft 100 in accordance withsome embodiments. The blown lift aircraft 100 has a pair of wings with afirst wing 102 and a second wing 104. Both of the first wing 102 and thesecond wing 104 has at least one outboard thrust-producing device 106and at least one inboard thrust-producing device 108 operatively coupledto the first wing 102 and the second wing 104. In some embodiments,there are at least two outboard thrust-producing devices 106 and twoinboard thrust-producing devices 108 per wing 102, 104. In otherembodiments, there are four thrust-producing devices 106, 108 on each ofthe first wing 102 and the second wing 104. The thrust-producing devicesmay be electric propulsion units (EPUs) 106, 108 part of a distributedelectric propulsion system. The EPUs 106, 108 may include propellers toproduce thrust needed for the blown lift aircraft 100. The first wing102 and the second wing 104 may also include a flap 110 and at least oneroll control device 112 (i.e., ailerons or spoilers) operatively coupledto the first wing 102 and the second wing 104. In some embodiments, theblown lift aircraft 100 may also include a tail 114 with a rudder 116configured to control the yaw moment of the blown lift aircraft 100.

A blown lift aircraft 100, in some embodiments, generally refers to anaircraft that comprises at least two thrust-producing devices 106 and/or108 disposed along each wing 102, 104 of the aircraft 100. Thethrust-producing devices 106 and/or 108 develop slipstreams that blowover a substantial portion of the wing 102, 104 and augment the liftgenerated. In some embodiments the control surfaces of the aircraft 100,such as the flaps 110 and ailerons 112 (or flaperons), may be deflectedor drooped to interact with the slipstreams from the thrust-producingdevices 106, 108 further augmenting the lift produced. Furtherdisclosure of a blown lift aircraft 100 can be found in U.S. Pat.Application Serial No. 17/560,383 filed on Dec. 23, 2021, the disclosureof which is incorporated by reference herein in its entirety.

FIG. 2 is an exemplary block diagram of the differential thrust controlsystem 200 in accordance with some embodiments. The differential thrustcontrol system 200 may include one or more power management computers(PMCs) 202 operatively coupled to the blown lift aircraft 100 andcommunicatively coupled to the thrust producing devices 106, 108, therudder 116, and the at least one roll control device 112 on the firstwing 102 and the second wing 104. In various embodiments, the one ormore PMCs 202 have a plurality of modules used to provide inputs to thedifferential thrust control system 200, which is configured to controlthe thrust-producing devices 106, 108, the rudder 116, and the at leastone roll control device 112 on the first wing 102 and the second wing104. These PMC 202 modules may include an air data sensors module 204, aconfiguration sensors module 206, an attitude module 208, mode controlpanel 210, control stick 212, rudder pedals 214, power or thrust lever216, autopilot module 218, and each thrust-producing device 106, 108 asillustrated in FIG. 2 . The PMC 202 may take inputs from the modulesdescribed above and illustrated in FIG. 2 to calculate the needed powersignal for each individual EPU 106, 108. The PMC 202 will then transmitthe power signals to each of the EPUs 106, 108 as necessary based on thecalculations performed in the PMC 202. The PMC 202 may, in someembodiments, rely on a software partition or another chip or card thatmay perform the functions of the control system. A person of ordinaryskill in the art will appreciate that a variety of additional inputs maybe provided to the PMC 202 for calculating and transmitting the desiredpower signal for the EPUs 106, 108 needed to compensate for undesirableflight conditions.

In various embodiments, air data sensors module 204 is configured to beprocessed by the PMC(s) 202 from a plurality of on-board sensors such aspitot and static probes, angle of attack and sideslip probes, total orstatic air temperature probes, radar altimeter, normal acceleration andglobal positioning system (GPS) data based on altitude, position, andatmospheric conditions. In various embodiments, additional data may beobtained from satellite or terrestrial transmitters. A person ofordinary skill in the art will appreciate that various sensors may beused and the above-mentioned list is not exhaustive or limiting. Thesensors will provide information about the aircraft’s airspeed, altitude(density and physical), and velocity vector. In various embodiments, theair data sensors module 204 is operatively coupled to the configurationsensors module 206 and, together with an input on the current aircraftweight, calculate the airspeed margin above the stall speed based on theaircraft configuration (i.e., flap 110 deflection, aileron/flaperon 112deflection, etc.), which can be used to provide optimum targets. Theaforementioned optimum targets may include a desired power level for theEPUs 106, 108, including commanding different power levels for theinboard EPUs 108 and outboard EPUs 106 as necessary depending on variousaircraft maneuvers and failure scenarios. In various embodiments the airdata sensors module 204 is configured to be an input to the autopilotmodule 218, or fly-by-wire system, in order to stabilize the speed orangle of attack during the approach and landing phases of flight.

According to some embodiments, aircraft data such as flap 110deflection, roll control device 112 position (i.e., spoiler or aileron),slat extension, trim settings, landing gear extension, aircraft weight,and center of gravity will be processed by the configuration sensorsmodule 206 and be received via the PMC(s) 202 to be used in the overallcalculation of target thrust-producing device 106, 108 power level. Invarious embodiments, the flap 110, slat, and/or landing gear extensionwill determine the lift, drag, and pitching moment information of theblown lift aircraft 100 from reference algorithms, lookup tables, and/ormachine learned models. The PMC(s) 202 is configured to use the actualstatus information of the aircraft configuration (i.e., flap 110deflection, aileron/flaperon 112 deflection, etc.) to control thethrust-producing device 106, 108 power level according to a calculationmethod such as lookup tables, referencing an algorithm, and/or utilizinga machine learned model to achieve the desired flight path angle ortarget state.

In some embodiments, the differential thrust control system 200 alsoincludes an attitude module 208 in order to provide the PMC(s) 202 withthe attitude of the aircraft. The attitude module 208 may provide yawrate, yaw angle, roll rate, and/or roll angle of the aircraft from yawor pitch rate sensors. The attitude of the aircraft may be provided froma plurality of sensors such as an Attitude Heading Reference System(AHRS), a gyro, Inertial Navigation System, and/or other similarsystems. The attitude module 208 may work in conjunction with variousdata from the air data sensors module 204 and/or the configurationsensors module 206, and processed by the PMC(s) 202 in order to ensurethe blown lift aircraft 100 is maintained within acceptable values ofpitch angles. For example, the air data sensors module 204 may providethe airspeed of an aircraft and the configuration sensors module 206provides the position of the rudder 116, the PMC(s) 202 would processthe data and could adjust the power level of the EPUs 106, 108 as neededto maintain acceptable yaw values. The PMC(s) 202 may also use this datain conjunction with data from modules of FIG. 2 to power the EPUs 106,108 either together or differentially by commanding different powerlevels individually as needed.

In some embodiments, the differential thrust control system 200 mayinclude one or more control modules to provide aircraft control inputsto the PMC 202. The control module inputs may include a roll controlfrom a control stick 212 or other inceptor to control roll of theaircraft. The control module inputs may also include a rudder 116command from rudder pedals 214 or other form inceptor to command therudder 116 or yaw rate at a desired position or level. The controlinputs may also include a power or thrust lever 216 position thatprovides a thrust input to the PMC 202. In some embodiments, the thrustinput may from the control operator or lever of the flight path controlsystem described in U.S. Pat. Application No. 18/085,275 filed on Dec.20, 2022, which is incorporated by reference herein in its entirety. Thecontrol module may be a single module or separate modules for thecontrol stick 212, rudder pedals 214, and power/thrust lever 216.Additionally, the control module inputs may take an input from anautopilot module 218 if autopilot is activated, which may automaticallyprovide roll, rudder, and thrust commands.

The differential thrust control system 200 may also include a modecontrol panel 210, which provides an input to the PMC 202 as to theselected setting or mode. The mode control panel 210 may have one ormore settings. In some embodiments, the mode control panel 210 has atleast five setting modes that correspond to a rudder augmentation mode,a roll augmentation mode, an automatic compensation of EPU failure mode,an adverse yaw compensation mode, and a yaw damping mode, all of whichare described below. The mode control panel 210 may be a physical panel,switch, knob, etc. in the cockpit of the blown lift aircraft 100 for thepilot to operate. In other embodiments, the mode control panel 210 maybe settings or softkeys on a touchscreen of a display. The mode controlpanel 210 may also have a mode setting set automatically based on thecontrol from the autopilot module 218 if activated. The various modes ofthe mode control panel 210 may be individually set so that only mode isselected at a time. In other embodiments, the mode control panel 210 mayallow more than one of the mode settings to be selected at a time. Forexample, the rudder augmentation mode may be set at the same time theyaw damping mode is set.

In various embodiments, the autopilot module 218 is configured toprovide information to the PMC(s) 202 of activation or status (i.e., ifautopilot is on or off) and commanded flight phase or mode of operationof the autopilot module 218. In other embodiments, the autopilot module218 may utilize one or more algorithms, lookup tables, and/or machinelearned model within a fly-by-wire system. Yet in other embodiments, theautopilot module 218 is configured to receive input from the PMC(s) 202and optimize the selected mode setting of the mode control panel 210.The autopilot module 218 may also assist in holding airspeed,maintaining or adjusting angle of attack, and maintaining or changingflight altitude. The power level commanded to the thrust-producingdevices 106, 108 by the PMC(s) 202 may also be used by the autopilotmodule 218 based on the autopilot module 218 parameters and/or selectedsetting of the mode control panel 210. According to various embodiments,the autopilot module 218 may be interchangeable with a fly-by-wiresystem or module.

In various embodiments, the autopilot module 218 or fly-by-wire systemis configured to provide an input to the PMC 202 of activation, targetstate, and mode of operation of the differential thrust control system200. In other embodiments, the autopilot module 218 may be a set ofalgorithms within a fly-by-wire system. The power commanded to the EPUs106, 108 by the PMC 202 may also be used by the autopilot module 218. Insome embodiments, the PMC 202 may provide input to the autopilot module218 to deflect the control surfaces, such as the flaps 110 and ailerons112

The differential thrust control system 200 may also include inputs tothe PMC 202 as to the status of each EPU 106, 108. The status of theEPUs 106, 108 may include a thrust or power level, temperature, rpmlevel, current, voltage, etc. that may be used by the PMC 202 todetermine the needed differential power signal to send to each EPU 106,108.

FIG. 3 is a block diagram of an example computing device 300 inaccordance with some embodiments. The computing device 300 can beemployed by a disclosed system or used to execute a disclosed method ofthe present disclosure. Computing device 300, such as the powermanagement computer (PMC) 202 in FIG. 2 , can implement, for example,one or more of the functions described herein. It should be understood,however, that other computing device configurations are possible.

Computing device 300 can include one or more processors 302, one or morecommunication port(s) 304, one or more input/output devices 306, atransceiver device 308, instruction memory 310, working memory 312, andoptionally a display 314, all operatively coupled to one or more databuses 316. Data buses 316 allow for communication among the variousdevices, processor(s) 302, instruction memory 310, working memory 312,communication port(s) 304, and/or display 314. Data buses 316 caninclude wired, or wireless, communication channels. Data buses 316 areconnected to one or more devices. In some embodiments, the data bus 316may be a Controller Area Network (CAN) bus, Aeronautical Radio INC.(ARINC) 429 bus, or any one of the Institute of electrical andElectronics Engineers (IEEE) buses available.

Processor(s) 302 can include one or more distinct processors, eachhaving one or more cores. Each of the distinct processors 302 can havethe same or different structures. Processor(s) 302 can include one ormore central processing units (CPUs), one or more graphics processingunits (GPUs), application specific integrated circuits (ASICs), digitalsignal processors (DSPs), and the like.

Processor(s) 302 can be configured to perform a certain function oroperation by executing code, stored on instruction memory 310, embodyingthe function or operation of the differential thrust control system 200illustrated in FIG. 2 . For example, processor(s) 302 can be configuredto perform one or more of any function, method, or operation disclosedherein.

Communication port(s) 304 can include, for example, a serial port suchas a universal asynchronous receiver/transmitter (UART) connection, aUniversal Serial Bus (USB) connection, or any other suitablecommunication port or connection. In some examples, communicationport(s) 304 allows for the programming of executable instructions ininstruction memory 310. In some examples, communication port(s) 304allow for the transfer, such as uploading or downloading, of data.

Input/output devices 306 can include any suitable device that allows fordata input or output. For example, input/output devices 306 can includeone or more of a keyboard, a touchpad, a mouse, a stylus, a touchscreen,a physical button, a speaker, a microphone, or any other suitable inputor output device.

Transceiver device 308 can allow for communication with a network, suchas a Wi-Fi network, an Ethernet network, a cellular network, or anyother suitable communication network. For example, if operating in acellular network, transceiver device 308 is configured to allowcommunications with the cellular network. Processor(s) 302 is operableto receive data from, or send data to, a network via transceiver device308.

Instruction memory 310 can include an instruction memory 310 that canstore instructions that can be accessed (e.g., read) and executed byprocessor(s) 302. For example, the instruction memory 310 can be anon-transitory, computer-readable storage medium such as a read-onlymemory (ROM), an electrically erasable programmable read-only memory(EEPROM), flash memory, a removable disk, CD-ROM, any non-volatilememory, or any other suitable memory with instructions stored thereon.For example, the instruction memory 310 can store instructions that,when executed by one or more processors 302, cause one or moreprocessors 302 to perform one or more of the operations of adifferential thrust control system 200.

In addition to instruction memory 310, the computing device 300 can alsoinclude a working memory 312. Processor(s) 302 can store data to, andread data from, the working memory 312. For example, processor(s) 302can store a working set of instructions to the working memory 312, suchas instructions loaded from the instruction memory 310. Processor(s) 302can also use the working memory 312 to store dynamic data created duringthe operation of computing device 300. The working memory 312 can be arandom access memory (RAM) such as a static random access memory (SRAM)or dynamic random access memory (DRAM), or any other suitable memory.

Display 314 is configured to display user interface 318. User interface318 can enable user interaction with computing device 300. In someexamples, a user can interact with user interface 318 by engaginginput/output devices 306. In some examples, display 314 can be atouchscreen, where user interface 318 is displayed on the touchscreen

There are many possible reasons for the blown lift aircraft 100 toexperience an undesired yaw condition. The PMC 202, in some embodiments,may determine undesired yaw conditions automatically or by some pilotinput. To determine undesired yaw conditions, the PMC 202 may sense anengine failure by monitoring individual EPUs 106, 108 power or thrust.The PMC 202 may also determine engine failure from the pilot’s ruddercontrol input, such as the rudder pedals 214. The PMC 202 may alsodetermine an undesired yaw condition from a yaw rate sensor from theattitude module 208, the aircraft’s inertial navigation system, controlstick 212 indicator, air data sensors module 204 information, or acombination of the aforementioned sensors in conjunction with thedetection logic described below. Additionally, in some embodiments thePMC 202 may also determine undesired yaw conditions from a yaw dampingsystem, which could include inputs from yaw rate in the attitude module208 and air data sensors module 204.

The differential thrust control system 200 used to control undesirableyaw conditions may depend on a feedback control system in someembodiments. In various embodiments, this could be a feedback controlsystem used to feed yaw rate or other aircraft states back to thedifferential thrust control system 200, thus improving the dynamicresponse. In other embodiments the differential thrust control system200 could use an open loop control system. The open loop control systemcould include a gain scheduling system, look up tables or machinedlearned models where the differential thrust control system 200 isscheduled based on the position of the aileron 112 and the airspeed ofthe aircraft to compensate for undesired yaw. In other embodiments theopen loop control system could be similarly scheduled based on therudder 116 input and the aircraft airspeed, increasing the controlauthority at low airspeeds. In other embodiments the open loop controlsystem could be combined with a closed loop system for fine tuningdifferential power levels and improving the dynamic response. Thedifferential thrust control system 200 may jointly or alternatively useother algorithms, lookup tables, and/or machine learned models toperform the operations of the differential thrust control system 200described herein.

According to some embodiments, the differential thrust control system200 is designed to minimize the change in total power. This isespecially true in cases where the EPUs 106, 108 are at a maximum powercondition. For a normal symmetric condition, meaning all enginesoperating, the power signal to increase thrust to the outboard engine orset of engines on the side requiring more thrust may be coupled with acorresponding reduction of thrust on the other side of the aircraft. Ifthe outboard EPUs 106 reach their maximum thrust command, the inboardEPUs 108 would then increase thrust. Additionally, if all operationalengines on the side requiring additional thrust reach their maximumthrust condition, then the differential thrust could be accomplished byreducing the thrust command on the side of the aircraft 100 requiringless thrust. In some embodiments, the differential thrust commanded inan engine failure (i.e., EPU failure) condition could rely on reducingthrust for the corresponding EPU(s) 106, 108 on the unaffected side ofthe aircraft. In this engine failure scenario, the remaining operationalEPU(s) 106, 108 may be used to compensate for any residual undesiredyaw.

FIG. 4 is a block diagram showing some subcomponents of the PMC 202 inaccordance with some embodiments. Some of the subcomponents of the PMC202 may include a control logic module 220 and a thrust command mixermodule 222. In some embodiments, the differential thrust control system200 may include at least one operating mode. In various embodiments,there may be at least five operating modes that can be operatedindividually or in combination with other modes through the mode controlpanel 210 or autopilot module 218 illustrated in FIG. 2 . In variousembodiments, the PMC 202 may include a plurality of subcomponentsoperatively coupled to the PMC 202. These subcomponents may perform avariety of functions, including performing the necessary control logicfunctions of the different operating modes of the differential thrustcontrol system 200 in the control logic module 220. Another subcomponentof the PMC 202 may include a thrust command mixer module 222 that maydetermine the individual EPUs 106, 108 power level and the totalcommanded thrust for the blown lift aircraft 100 based on the results ofthe control logic module 220.

FIG. 5 a is a block diagram of the logic the rudder augmentation mode400 in accordance with some embodiments. FIG. 5 b is a graph of therudder gain schedule 224 in accordance with some embodiments. The logicfor the rudder augmentation mode 400 may consist of a rudder commandinput from rudder pedals 214, autopilot module 218, or some other ruddercommand and will feed into the control logic module 220 to determine thedifferential moment command (ΔM) based on a rudder gain schedule 224illustrated in FIG. 5 b . The rudder gain schedule 224 which may be afunction of the moment to the EPU(s) 502 and the thrust from the EPU(s)504. The equation for ΔM may be found below.

$\text{ΔΜ=}{\sum_{1}^{4}{\text{R}_{\text{i}}\text{T}_{\text{i}}}} - {\sum_{5}^{8}{\text{R}_{\text{i}}\text{T}_{\text{i}}}}$

Where:

-   Ri is the moment arm to the EPUi-   Ti is the Thrust from EPUi

In the rudder augmentation mode 400 (or mode 1) the differential thrustcontrol system 200 may augment the rudder 116 authority for the blownlift aircraft 100 by providing differential thrust to increase the yawmoment in the direction of the rudder 116 position input. Theaugmentation of the rudder 116 may occur by differentially raisingand/or lowering the left or right EPU 106, 108 power as appropriate toincrease the yaw moment in the direction of the rudder 116 positioninput. For example, a rudder 116 position input to the left may causethe EPUs 106, 108 on the left side of the aircraft to receive a powersignal to raise power. In some embodiments, the rudder 116 deflection tothe left may also cause the EPUs 106, 108 on the right to lower inpower. However, the raising and lowering power for the EPUs may be doneeither together in combination or limited to a change in power of oneside only (i.e., only a raise in power on the left side or only loweringin power on the right side for the example above) according to someembodiments. In the event of an EPU 106, 108 failure condition, a linearor non-linear gain may be used to compensate for the failed enginedepending on the embodiment.

In some embodiments, the thrust command mixer module 222 illustrated inFIG. 5 a may determine the individual EPU 106, 108 commands to achievethe desired ΔM and total thrust command. The thrust command mixer module222 may evaluate the available EPU(s) 106, 108, and how close theavailable EPU(s) 106, 108 are to a maximum thrust condition. In variousembodiments, under nominal conditions, the differential thrust controlsystem 200 in the rudder augmentation mode 400 may start by changing theoutboard EPUs 106 power signal to achieve the desired ΔM and move tochanging the inboard EPUs 108 power signal if additional controlauthority is required.

FIG. 6 is a block diagram of the logic for the roll augmentation mode600 in accordance with some embodiments. In the roll augmentation mode600 augmentation of the aileron 112 or other roll control device occursby increasing blowing over the aileron 112 or other roll control deviceaccording to some embodiments. The logic of the roll augmentation mode600 of the differential thrust control system 200 may depend on a rollcommand interacting with the thrust command mixer module 222 in the PMC202 according to some embodiments. The thrust command mixer module 222may increase thrust from the EPU(s) 106, 108 on one side of the aircraft(i.e., the first wing 102 or the second wing 104) and subsequentlyreduce thrust on the opposite side to provide a roll moment in thedesired direction.

The roll command may come from a variety of sources such as the controlstick 212, autopilot module 218, etc. In other embodiments, the EPU(s)106, 108 may modulate blowing in front of the ailerons 112 or other rollcontrol devices to assist with the roll maneuver. Similar to the rudderaugmentation mode 400, in the roll augmentation mode 600 the availableEPU(s) 106, 108 are considered, as well as how close those availableEPU(s) 106, 108 are to a maximum thrust condition before the thrustcommand mixer module 222 decides which EPU(s) 106, 108 to send thedifferential thrust command to. In some embodiments, the PMC 202 and/orautopilot module 218 may also command a change in position of the rollcontrol devices 112 either individually (or differentially) or togetherin order to augment the necessary roll control of the aircraft 100. Forexample, the PMC 202 may take inputs from the modules illustrated inFIG. 2 and determine if the position of the roll control devices 112need to change in order to control the roll of the aircraft. The PMC 202may then transmit an actuation signal to the roll control devices 112either together or differentially to change position of the roll controldevices 112 to control the roll of the aircraft 100.

FIG. 7 is a block diagram of the logic for the automatic compensation ofelectric propulsion unit failure mode 700 in accordance with someembodiments. In the automatic compensation of EPU Failure mode 700 (ormode 3) the differential thrust control system 200 may automaticallydetect a loss of thrust from one or more EPU(s) 106, 108 and correct theundesired yaw condition by reducing thrust on the opposing sideaccording to some embodiments. The automatic compensation of EPU Failuremode 700 may rely on an RPM or power signal from the EPU(s) 106, 108, afault signal from the EPU(s) 106, 108, or other forms of detecting afault in one of the EPU(s) 106, 108. This failure signal and/orreduction signal in RPM or thrust from the EPU(s) 106, 108 may be readby the thrust command mixer module 222. The thrust command mixer module222 may then reduce power on the matching EPU(s) 106, 108 on theopposite side and/or increase the available power on the remainingEPU(s) 106, 108 on the affected side to achieve as much as the commandedtotal thrust as possible. One benefit of the rudder augmentation mode400 and automatic compensation for EPU failure modes 700 would be theblown lift aircraft 100 could be designed with a smaller rudder 116compared to other conventional aircraft. Asymmetric engine failure attakeoff is typically the condition that sizes the rudder 116 andvertical tail in conventional aircraft. Because of the slow takeoffspeeds of eSTOL aircraft 100, the rudder 116 and vertical tails would beimpractically large with conventional aerodynamic control.

Additionally, the PMC 202 may also control the position of the flaps 110either individually or together to control the available lift of theaircraft 100. For example, if one or more EPUs 106, 108 fail there maynot be enough available power with the remaining EPUs 106, 108 alone tomaintain stable flight. The PMC 202 may determine, based at least inpart on the inputs illustrated in FIG. 2 that one or more of the flaps110 positions need to change in order to maintain the necessary lift ofthe aircraft. Based on that determination, the PMC 202 may transmit anactuation signal to the flaps 110 either individually or together inorder to maintain the necessary lift of the aircraft 100.

FIG. 8 is a block diagram of the logic for the adverse yaw compensationmode 800 in accordance with some embodiments. In adverse yawcompensation mode 800 (or mode 4) the differential thrust control system200 may provide the differential thrust needed to offset the adverse yawthat may come from the ailerons 112 or other roll control deviceaccording to some embodiments. The adverse yaw compensation mode 800 mayrely on an adverse yaw gain schedule 802 found in the control logicmodule 220 subcomponent. The adverse yaw gain schedule 802 may takeinputs from a roll command, such as from the control stick 212 orautopilot module 218, and airspeed from the air data sensors module 204.The adverse yaw gain schedule 802 may then schedule the ΔM needed tocounteract the adverse yaw determined by the roll command and airspeed.The thrust command mixer module 222 may then determine the individualEPU 106, 108 commands to achieve the desired ΔM and total commandedthrust. Similar to the rudder augmentation mode 400 and the rollaugmentation modes 600, the thrust command mixer module 222 may evaluatethe available EPU(s) 106, 108, and how close the available EPU(s) 106,108 are to a maximum thrust condition. In various embodiments, undernominal conditions the differential thrust control system 200 in therudder augmentation mode 400 may start by changing power on the mostoutboard EPUs 106 to achieve the ΔM and move to the inboard EPUs 108 ifadditional control authority is required.

FIG. 9 is a block diagram of the logic for the yaw damping mode 900 inaccordance with some embodiments. The yaw damping mode 900 mayincorporate a yaw damper 902 housed in the control logic module 220 thethrust command mixer module 222 to provide commands to the EPUs 106,108. The yaw damper 902 may take inputs from a yaw command, such fromthe rudder 116 position or from the autopilot module 218, and airspeedfrom the air data sensors module 204. In the yaw damping mode 900 highfrequency yaw oscillations may be damped in the yaw damper 902 based onthe feedback from the yaw rate sensor 904, which may come from theattitude module 208. The yaw damper 902 may calculate the desired ΔM tobe used by the thrust command mixer module 222 to determine the neededdifferential thrust for the EPU(s) 106, 108 to overcome an undesired yawoscillation. Usage of the yaw damping mode 900 may allow for a smallervertical stabilizer than conventional aircraft.

In some embodiments, the differential thrust control system 200 mayprovide a “boost” signal to one of the EPU(s) 106, 108 on the same sideof the aircraft 100 to overcome a lack of thrust from a failed engine onthat side. In other embodiments, differential motor RPM may be commandedby the differential thrust control system 200 instead of thrust. Infurther embodiments, the differential propeller blade pitch of the EPUs106, 108 is commanded by the differential thrust control system 200 thusallowing for differential thrust of the EPU(s) 106, 108 with higher orlower blade pitch.

Additionally, in some embodiments, the system could be used to increasethe maximum sideslip angle of the blown lift aircraft 100, which wouldimprove the crosswind landing ability. This could be done by allowingfor differential aileron 112 deflection and/or roll spoiler settingswith differential thrust compensation. In some embodiments, thedifferential thrust control system 200 could be used to automaticallycompensate for lateral wind gusts the blown lift aircraft 100 mayencounter during the approach phase.

In other embodiments, the differential thrust control system 200 couldbe used to artificially augment the lateral stability of the blown liftaircraft 100. The artificial augmentation of lateral stability couldallow for the reduction or elimination of the vertical tail size orarea. It could also enhance handling qualities in all flight envelopes.In the low-speed flight envelope, the artificial augmentation of lateralstability could enhance the lateral stability when dynamic pressure islow over the rudder 116. In the high-speed flight envelope, theartificial augmentation may decrease the lateral stability and providefor acceptable handling provided the blown lift aircraft 100 is equippedwith a large vertical tail or rudder 116. In some embodiments, thedifferential thrust control system 200 may be used in a blown liftaircraft 100 to decrease the low-speed minimum turn radius by increasingthe blowing over the inboard wingtip to turn, thus helping to preventtip stall. In other embodiments, the differential thrust control system200 may be used on the ground to assist in minimizing the turn radius bythe use of reverse thrust on one or more of the EPUs 106, 108.

FIG. 10 is a flow chart block diagram for an exemplary method 1000 ofcontrolling the attitude of a blown lift aircraft 100 in accordance withsome embodiments. The method 1000 starts at step 1002 and moves to step1004 where the method 1000 includes receiving, at a computing device300, a selected mode setting of a mode control panel 210. The modecontrol panel 210 may have at least two selectable mode settings and maybe communicatively coupled to the computing device 300. The computingdevice 300 may contain at least one processor 302 configured to controlthe attitude of the blown lift aircraft 100. The method 1000 then movesto step 1006, which may include evaluating a plurality of conditionsfrom a plurality of sensors, such as the sensors that provide inputs tothe plurality of modules illustrated in FIG. 2 , on the blown liftaircraft 100 having a pair of wings with a first wing 102 and secondwing 104, a rudder 116 operatively coupled to a tail 114 of the blownlift aircraft 100. The blown lift aircraft 100 may also include at leastone roll control device 112 operatively coupled to the first wing 102and the second wing 104, and at least two thrust-producing devicesoperatively 106, 108 coupled to each of the first wing 102 and thesecond wing 104.

The method 1000 then moves to step 1008, which may include transmittinga power signal to the at least two thrust-producing devices 106, 108operatively coupled to each of the first wing 102 and the second wing104 based at least in part on the evaluation of the plurality ofconditions from the plurality of sensors, such as the sensors thatprovide inputs to the modules illustrated in FIG. 2 . The evaluation mayalso include a selected mode setting of a mode control panel 210. Themethod 1000 then moves to step 1010, which may include transmitting anactuation signal to the rudder 116 and the at least one roll controldevice 112 on the first wing 102 and the second wing 104 based at leastin part on the evaluation of the plurality of conditions from theplurality of sensors, such as the sensors that provide inputs to themodules illustrated in FIG. 2 . The evaluation may also include aselected mode setting of a mode control panel 210. The method 1000 thenmoves to step 1012, which may include controlling the attitude of theblown lift aircraft 100 by selectively operating the at least twothrust-producing devices 106, 108 on each of the first wing 102 and thesecond wing 104 based on the transmitted power signal. The controllingthe attitude of the blown lift aircraft 100 may also include selectivelyoperating the rudder 116 and the at least one roll control device 112 onthe first wing 102 and the second wing 104 based on the transmittedactuation signal. The method 1000 then ends at step 1014.

FIG. 11 is a flowchart block diagram depicting an example implementationof a set of instructions 1100 to control an aircraft 100 in accordancewith some embodiments. The set of instructions 1100 are stored on anon-transitory computer readable medium, such as instruction memory 310and/or working memory 312. The set of instructions 1100 are executed byat least one processor 302, and cause the computing device 300 toperform operations corresponding to the set of instructions 1100. Theset of instructions 1100 starts with step 1102 and moves to step 1104,where the computing device 300 performs the operation of receiving, atthe computing device 300, a selected mode setting of a mode controlpanel 210. The mode control panel 210 may have at least two selectablemode settings and may be communicatively coupled to the computing device300. The computing device 300 may be configured to control an attitudeof a blown lift aircraft 100.

At step 1106, the computing device 300 performs the operation ofevaluating a plurality of conditions from a plurality of sensors, suchas the sensors that provide inputs to the modules illustrated in FIG. 2, on the blown lift aircraft 100 having a pair of wings with a firstwing 102 and second wing 104. The blown lift aircraft 100 may also havea rudder 116 operatively coupled to a tail 114 of the blown liftaircraft 100, at least one roll control device 112 operatively coupledto the first wing 102 and the second wing 104, and at least twothrust-producing devices 106, 108 operatively coupled to each of thefirst wing 102 and the second wing 104. The set of instructions 1100then moves to step 1108, where the computing device 300 performs theoperation of transmitting a power signal to the at least twothrust-producing devices 106, 108 operatively coupled to each of thefirst wing 102 and the second wing 104 based at least in part on theevaluation of the plurality of conditions from the plurality of sensors,such as the sensors that provide inputs to the modules illustrated inFIG. 2 . The evaluation may also include a selected mode setting of amode control panel 210.

The set of instructions 1100 moves on to step 1110, where the computingdevice 300 performs the operation of transmitting an actuation signal tothe rudder 116 and the at least one roll control device 112 on the firstwing 102 and the second wing 104 based at least in part on theevaluation of the plurality of conditions from the plurality of sensors,such as the sensors that provide inputs to the modules illustrated inFIG. 2 . The evaluation may also include a selected mode setting of amode control panel 210. At step 1112, the computing device 300 performsthe operation of controlling the attitude of the blown lift aircraft 100by selectively operating the at least two thrust-producing devices 106,108 on each of the first wing 102 and the second wing 104 based on thetransmitted power signal and by selectively operating the rudder 116 andthe at least one roll control device 112 on the first wing 102 and thesecond wing 104 based on the transmitted actuation signal. The set ofinstructions 1100 then ends at step 1114.

In addition, the methods and system described herein can be at leastpartially embodied in the form of computer-implemented processes andapparatus for practicing those processes. The disclosed methods may alsobe at least partially embodied in the form of tangible, non-transitorymachine-readable storage media encoded with computer program code. Forexample, the steps of the methods can be embodied in hardware, inexecutable instructions executed by a processor (e.g., software), or acombination of the two. The media may include, for example, RAMs, ROMs,CD-ROMs, DVD-ROMs, BD-ROMs, hard disk drives, flash memories, or anyother non-transitory machine-readable storage medium. When the computerprogram code is loaded into and executed by a computer, the computerbecomes an apparatus for practicing the method. The methods may also beat least partially embodied in the form of a computer into whichcomputer program code is loaded or executed, such that, the computerbecomes a special purpose computer for practicing the methods. Whenimplemented on a general-purpose processor, the computer program codesegments configure the processor to create specific logic circuits. Themethods may alternatively be at least partially embodied in applicationspecific integrated circuits for performing the methods.

In this application, including the definitions below, the term “module”or the term “controller” may be replaced with the term “circuit.” Theterm “module” may refer to, be part of, or include processor hardware(shared, dedicated, or group) that executes code and memory hardware(shared, dedicated, or group) that stores code executed by the processorhardware.

The module may include one or more interface circuits. In some examples,the interface circuit(s) may implement wired or wireless interfaces thatconnect to a local area network (LAN), a wireless personal area network(WPAN), CAN or ARINC. Examples of a LAN are Institute of Electrical andElectronics Engineers (IEEE) Standard 802.11-2016 (also known as theWIFI wireless networking standard) and IEEE Standard 802.3-2015 (alsoknown as the ETHERNET wired networking standard). Examples of a WPAN arethe BLUETOOTH wireless networking standard from the Bluetooth SpecialInterest Group and IEEE Standard 802.15.4.

The module may communicate with other modules using the interfacecircuit(s). Although the module may be depicted in the presentdisclosure as logically communicating directly with other modules, invarious implementations the module may actually communicate via acommunications system. The communications system includes physicaland/or virtual networking equipment such as hubs, switches, routers, andgateways. In some implementations, the communications system connects toor traverses a wide area network (WAN) such as the Internet. Forexample, the communications system may include multiple LANs connectedto each other over the Internet or point-to-point leased lines usingtechnologies including Multiprotocol Label Switching (MPLS) and virtualprivate networks (VPNs).

In various implementations, the functionality of the module may bedistributed among multiple modules that are connected via thecommunications system. For example, multiple modules may implement thesame functionality distributed by a load balancing system. In a furtherexample, the functionality of the module may be split between a server(also known as remote, or cloud) module and a client (or user) module.

The term machine learned model, as used herein, includes data modelscreated using machine learning. Machine learning, according to thepresent disclosure, may involve putting a model through supervised orunsupervised training. Machine learning can include models that may betrained to learn relationships between various groups of data. Machinelearned models may be based on a set of algorithms that are designed tomodel abstractions in data by using a number of processing layers. Theprocessing layers may be made up of levels of trainable filters,transformations, projections, hashing, pooling, and regularization. Themodels may be used in large-scale relationships-recognition tasks. Themodels can be created by using various open-source and proprietarymachine learning tools known to those of ordinary skill in the art.

In some embodiments, a blown lift aircraft may include a tail having arudder and a pair of wings including a first wing and a second wing. Thefirst wing and the second wing may each include at least one flap and atleast one roll control device operatively coupled to the first wing andthe second wing. The blown lift aircraft may also include at least twothrust-producing devices operatively coupled to each of the first wingand the second wing. The blown lift aircraft may also include adifferential thrust control system having a computing device with atleast one processor configured to control an attitude of the blown liftaircraft. The controlling of an attitude of the blown lift aircraft mayinclude selectively operating the at least two thrust-producing deviceson each of the first wing and the second wing, the rudder, and the atleast one roll control device on the first wing and the second wingbased at least in part on a plurality of conditions provided by aplurality of sensors on the blown lift aircraft and a selected modesetting of a mode control panel. The computing device may becommunicatively coupled to the at least two thrust-producing devices onthe first wing and the second wing, the rudder, and the at least oneroll control device on the first wing and the second wing.

In some embodiments, the at least one roll control device on the firstwing and the second wing may be an aileron.

In some embodiments, the at least one roll control device on the firstwing and the second wing may be a spoiler.

In some embodiments, there may be four thrust-producing devices on eachof the first wing and the second wing.

In some embodiments, the four thrust-producing devices on each of thefirst wing and the second wing may be electric propulsion units.

In some embodiments, the selected mode setting of the mode control panelmay correspond to at least one of a rudder augmentation mode, a rollaugmentation mode, an automatic compensation of electric propulsion unitfailure mode, an adverse yaw compensation mode, and a yaw damping mode.

In some embodiments, the at least one processor of the computing devicemay be further configured to differentially control the at least twothrust-producing devices on each of the first wing and the second wingbased at least in part on the plurality of conditions and the selectedmode setting of the mode control panel.

In some embodiments, the plurality of conditions may include inputs fromone or more of an air data sensors module, a configuration sensorsmodule, a control module, the mode control panel, and an attitudemodule.

In some embodiments, the at least one processor of the computing devicemay be further configured to selectively operate the at least twothrust-producing devices on each of the first wing and the second wing,the rudder, and the at least one roll control device on the first wingand the second wing using at least one of an algorithm, a lookup table,and a machine learned model.

In some embodiments, the at least one processor of the computing devicemay be further configured to differentially control the at least oneroll control device on the first wing and the second wing based at leastin part on the plurality of conditions and the selected mode setting ofthe mode control panel.

In some embodiments, a method of controlling an attitude of a blown liftaircraft may include receiving, at a computing device, a selected modesetting of a mode control panel. The mode control panel may have atleast two selectable mode settings and may be communicatively coupled tothe computing device. The computing device may contain at least oneprocessor configured to control the attitude of the blown lift aircraft.The method may also include evaluating a plurality of conditions from aplurality of sensors on the blown lift aircraft having a pair of wingswith a first wing and second wing, a rudder operatively coupled to atail of the blown lift aircraft, at least one roll control deviceoperatively coupled to the first wing and the second wing, and at leasttwo thrust-producing devices operatively coupled to each of the firstwing and the second wing. The method may also include transmitting apower signal to the at least two thrust-producing devices operativelycoupled to each of the first wing and the second wing based at least inpart on the evaluation of the plurality of conditions from the pluralityof sensors and a selected mode setting of a mode control panel. Themethod may also include transmitting an actuation signal to the rudderand the at least one roll control device on the first wing and thesecond wing based at least in part on the evaluation of the plurality ofconditions from the plurality of sensors and a selected mode setting ofa mode control panel. The method may also include controlling theattitude of the blown lift aircraft by selectively operating the atleast two thrust-producing devices on each of the first wing and thesecond wing based on the transmitted power signal and by selectivelyoperating the rudder and the at least one roll control device on thefirst wing and the second wing based on the transmitted actuationsignal.

In some embodiments, the method may include differentially controllingthe at least two thrust-producing devices on each of the first wing andthe second wing.

In some embodiments, the method may include differentially controllingthe at least one roll control device on the first wing and the secondwing.

In some embodiments, the controlling step may be based on the computingdevice controlling the attitude of the blown lift aircraft based atleast in part on at least one of a lookup table, and a machine learnedmodel.

In some embodiments, the at least two thrust-producing devices on eachof the first wing and the second wing may be four electric propulsionunits.

In some embodiments, there may be at least five setting modes of themode control panel which comprise at least one of a rudder augmentationmode, a roll augmentation mode, an automatic compensation of electricpropulsion unit failure mode, an adverse yaw compensation mode, and ayaw damping mode.

In some embodiments, a non-transitory computer readable medium may haveinstructions stored thereon. The instructions, when executed by at leastone processor, may cause a computing device to perform operations thatmay include receiving, at the computing device, a selected mode settingof a mode control panel. The mode control panel may have at least twoselectable mode settings and may be communicatively coupled to thecomputing device. The computing device may be configured to control anattitude of a blown lift aircraft. The operations may also includeevaluating a plurality of conditions from a plurality of sensors on theblown lift aircraft having a pair of wings with a first wing and secondwing, a rudder operatively coupled to a tail of the blown lift aircraft,at least one roll control device operatively coupled to the first wingand the second wing. The blown lift aircraft may also have at least twothrust-producing devices operatively coupled to each of the first wingand the second wing. The operations may also include transmitting apower signal to the at least two thrust-producing devices operativelycoupled to each of the first wing and the second wing based at least inpart on the evaluation of the plurality of conditions from the pluralityof sensors and a selected mode setting of a mode control panel. Theoperations may also include transmitting an actuation signal to therudder and the at least one roll control device on the first wing andthe second wing based at least in part on the evaluation of theplurality of conditions from the plurality of sensors and a selectedmode setting of a mode control panel. The operations may also includecontrolling the attitude of the blown lift aircraft by selectivelyoperating the at least two thrust-producing devices on each of the firstwing and the second wing based on the transmitted power signal and byselectively operating the rudder and the at least one roll controldevice on the first wing and the second wing based on the transmittedactuation signal.

In some embodiments, the operations may include differentiallycontrolling the at least two thrust-producing devices on each of thefirst wing and the second wing.

In some embodiments, the operations may include differentiallycontrolling the at least one roll control device on the first wing andthe second wing.

In some embodiments, the controlling step may be based on the computingdevice controlling the attitude of the blown lift aircraft based atleast in part on at least one of a lookup table, and a machine learnedmodel.

The foregoing is provided for purposes of illustrating, explaining, anddescribing embodiments of these disclosures. Modifications andadaptations to these embodiments will be apparent to those skilled inthe art and may be made without departing from the scope or spirit ofthese disclosures.

It may be emphasized that the above-described embodiments, particularlyany “preferred” embodiments, are merely possible examples ofimplementations, merely set forth for a clear understanding of theprinciples of the disclosure. Many variations and modifications may bemade to the above-described embodiments of the disclosure withoutdeparting substantially from the spirit and principles of thedisclosure. All such modifications and variations are intended to beincluded herein within the scope of this disclosure.

While this specification contains many specifics, these should not beconstrued as limitations on the scope of any disclosures, but rather asdescriptions of features that may be specific to particular embodiment.Certain features that are described in this specification in the contextof separate embodiments can also be implemented in combination in asingle embodiment. Conversely, various features that are described inthe context of a single embodiment can also be implemented in multipleembodiments separately or in any suitable subcombination. Moreover,although features may be described above as acting in certaincombinations and even initially claimed as such, one or more featuresfrom a claimed combination can in some cases be excised from thecombination, and the claimed combination may be directed to asubcombination or variation of a subcombination.

Similarly, while operations are depicted in the drawings in a particularorder, this should not be understood as requiring that such operationsbe performed in the particular order shown or in sequential order, orthat all illustrated operations be performed, to achieve desirableresults. In certain circumstances, multitasking and parallel processingmay be advantageous. Moreover, the separation of various systemcomponents in the embodiments described above should not be understoodas requiring such separation in all embodiments.

What is claimed is:
 1. A blown lift aircraft comprising: a tail having arudder; a pair of wings including a first wing and a second wing,wherein the first wing and the second wing each include at least oneflap and at least one roll control device operatively coupled to thefirst wing and the second wing; at least two thrust-producing devicesoperatively coupled to each of the first wing and the second wing; adifferential thrust control system comprising: a computing deviceincluding at least one processor configured to control an attitude ofthe blown lift aircraft by selectively operating the at least twothrust-producing devices on each of the first wing and the second wing,the rudder, and the at least one roll control device on the first wingand the second wing based at least in part on a plurality of conditionsprovided by a plurality of sensors on the blown lift aircraft and aselected mode setting of a mode control panel; and wherein the computingdevice is communicatively coupled to the at least two thrust-producingdevices on the first wing and the second wing, the rudder, and the atleast one roll control device on the first wing and the second wing. 2.The blown lift aircraft of claim 1, wherein the at least one rollcontrol device on the first wing and the second wing is an aileron. 3.The blown lift aircraft of claim 1, wherein the at least one rollcontrol device on the first wing and the second wing is a spoiler. 4.The blown lift aircraft of claim 1, wherein there are fourthrust-producing devices on each of the first wing and the second wing.5. The blown lift aircraft of claim 4, wherein the four thrust-producingdevices on each of the first wing and the second wing are electricpropulsion units.
 6. The blown lift aircraft of claim 5, wherein theselected mode setting of the mode control panel corresponds to at leastone of a rudder augmentation mode, a roll augmentation mode, anautomatic compensation of electric propulsion unit failure mode, anadverse yaw compensation mode, and a yaw damping mode.
 7. The blown liftaircraft of claim 1, wherein the at least one processor of the computingdevice is further configured to differentially control the at least twothrust-producing devices on each of the first wing and the second wingbased at least in part on the plurality of conditions and the selectedmode setting of the mode control panel.
 8. The blown lift aircraft ofclaim 1, wherein the plurality of conditions comprises inputs from oneor more of an air data sensors module, a configuration sensors module, acontrol module, the mode control panel, and an attitude module.
 9. Theblown lift aircraft of claim 1, wherein the at least one processor ofthe computing device is further configured to selectively operate the atleast two thrust-producing devices on each of the first wing and thesecond wing, the rudder, and the at least one roll control device on thefirst wing and the second wing using at least one of an algorithm, alookup table, and a machine learned model.
 10. The blown lift aircraftof claim 1, wherein the at least one processor of the computing deviceis further configured to differentially control the at least one rollcontrol device on the first wing and the second wing based at least inpart on the plurality of conditions and the selected mode setting of themode control panel.
 11. A method of controlling an attitude of a blownlift aircraft, comprising: receiving, at a computing device, a selectedmode setting of a mode control panel, wherein the mode control panel hasat least two selectable mode settings and is communicatively coupled tothe computing device, and wherein the computing device contains at leastone processor configured to control the attitude of the blown liftaircraft; evaluating a plurality of conditions from a plurality ofsensors on the blown lift aircraft having a pair of wings with a firstwing and second wing, a rudder operatively coupled to a tail of theblown lift aircraft, at least one roll control device operativelycoupled to the first wing and the second wing, and at least twothrust-producing devices operatively coupled to each of the first wingand the second wing; transmitting a power signal to the at least twothrust-producing devices operatively coupled to each of the first wingand the second wing based at least in part on the evaluation of theplurality of conditions from the plurality of sensors and a selectedmode setting of a mode control panel; transmitting an actuation signalto the rudder and the at least one roll control device on the first wingand the second wing based at least in part on the evaluation of theplurality of conditions from the plurality of sensors and a selectedmode setting of a mode control panel; and controlling the attitude ofthe blown lift aircraft by selectively operating the at least twothrust-producing devices on each of the first wing and the second wingbased on the transmitted power signal and by selectively operating therudder and the at least one roll control device on the first wing andthe second wing based on the transmitted actuation signal.
 12. Themethod of claim 11, further comprising differentially controlling the atleast two thrust-producing devices on each of the first wing and thesecond wing.
 13. The method of claim 11, further comprisingdifferentially controlling the at least one roll control device on thefirst wing and the second wing.
 14. The method of claim 11, wherein thecontrolling step is based on the computing device controlling theattitude of the blown lift aircraft based at least in part on at leastone of a lookup table, and a machine learned model.
 15. The method ofclaim 14, wherein the at least two thrust-producing devices on each ofthe first wing and the second wing are four electric propulsion units.16. The method of claim 11, wherein there are at least five settingmodes of the mode control panel which comprise at least one of a rudderaugmentation mode, a roll augmentation mode, an automatic compensationof electric propulsion unit failure mode, an adverse yaw compensationmode, and a yaw damping mode.
 17. A non-transitory computer readablemedium having instructions stored thereon, wherein the instructions,when executed by at least one processor, cause a computing device toperform operations comprising: receiving, at the computing device, aselected mode setting of a mode control panel, wherein the mode controlpanel has at least two selectable mode settings and is communicativelycoupled to the computing device, and wherein the computing device isconfigured to control an attitude of a blown lift aircraft; evaluating aplurality of conditions from a plurality of sensors on the blown liftaircraft having a pair of wings with a first wing and second wing, arudder operatively coupled to a tail of the blown lift aircraft, atleast one roll control device operatively coupled to the first wing andthe second wing, and at least two thrust-producing devices operativelycoupled to each of the first wing and the second wing; transmitting apower signal to the at least two thrust-producing devices operativelycoupled to each of the first wing and the second wing based at least inpart on the evaluation of the plurality of conditions from the pluralityof sensors and a selected mode setting of a mode control panel;transmitting an actuation signal to the rudder and the at least one rollcontrol device on the first wing and the second wing based at least inpart on the evaluation of the plurality of conditions from the pluralityof sensors and a selected mode setting of a mode control panel; andcontrolling the attitude of the blown lift aircraft by selectivelyoperating the at least two thrust-producing devices on each of the firstwing and the second wing based on the transmitted power signal and byselectively operating the rudder and the at least one roll controldevice on the first wing and the second wing based on the transmittedactuation signal.
 18. The non-transitory computer readable medium ofclaim 17, further comprising differentially controlling the at least twothrust-producing devices on each of the first wing and the second wing.19. The non-transitory computer readable medium of claim 17, furthercomprising differentially controlling the at least one roll controldevice on the first wing and the second wing.
 20. The non-transitorycomputer readable medium of claim 17, wherein the controlling step isbased on the computing device controlling the attitude of the blown liftaircraft based at least in part on at least one of a lookup table, and amachine learned model.